Internal-combustion engine.



C. DE LUKACSEVICS.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED DEO.13, 1911. 1 9 1 427, Patented Mar. 24, 19m

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEG. 13, 1911.

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CHARLES DE LUKACSEVICS, OF WEST N UTLEY, NEW JERSEY, ASSIGNOR T0 GEORGE W.

MORGAN, OF NEW YORK, N. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

, Application filed December 13, 1911. Serial No. 665,509.

Patented Mar. 24, 1914.

To all whom it may concern Be it known that I, CHARLES on LUKACSE- was, a citizen of the United States, residing at West Nutley, in the county of Essex and State of New Jersey, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal combustion engines of the double opposed cylinder type, and its objects are to provide an engine which shall be of relatively light weight in proportion to the degree of power developed and in which the parts have a compact, well balanced, and advantageous arrangement.

An embodiment of the invention is illus trated in the accompanying drawings, wherein Figure 1 is a sectional view mainly on the line FF of Fig. 2, but including detail sectional illustration of the main shaft and its bearing; Fig. 2 is a sectional view mainly on the line AB-C-D of Fig. 1, the upper engine cylinder at the left of the figure being, however, shown in the plane of the line EE of Fig. 1.

Similar characters of reference designate corresponding parts throughout the several views.

The engine illustrated includes in effect eight cylinders, and for the purpose of this description, it is convenient to describe them as being arranged in adjoining groups of four, the four cylinders comprising a group bein disposed in a common vertical plane and the plane of one group being parallel to the plane of theT ther group. As the groups are precisely similar to one another in respect of the arrangement of the cylinders and their appurtenances, it is sufiicient to show, as in Fig. 1, the relation of all the cylinders of a group and, as in Fig. 2, the relation of the groups. With this general statement of the nature of the arrangement and its illustration, Fig. 1 will be understood to illustrate in its entirety the group the cylinders at the left of the engine, an Fig. 2 will be understood to illustrate the group A and also the group B, comprehendin the cylinders at the right of the engine, on y in so far as is necessary to disclose the relation which the two groups of cylinders bear to one another. The cyl- I inders of each group are arranged in oppos1t1on in upper and lower pairs, the axes of the cylinders of each pair being coincident, and parallel to the axes of the cylinders of the other pairs. Thus the upper pair of cylinders of the group A is indicated generally by the numeral 1, and the lower pair of cylinders of the same group by the numeral 2, while the upper pair of cylinders of the group (of which only one cylinder is shown in Fig. 2) and the lower pair of cylinders of the same group (of which only one cylinder is shown in Fig. 2) are similarly indicated by the numerals 3 and 4 respectively. At this point it may be noted that the companion cylinders of each pair are preferably, though not necessarily, formed integral with one another.

The several cylinders above referred to are provided at their outer ends with crank cases 5, which preferably have a rectangular cross section, as shown in Fig. 2, and carry bearings for crank shafts 6. Each crank shaft 6 is common to a pair of adjoining cylinders of the adjoining groups. Thus, the upper crank shafts are common to adjoining cylinders 1 and 3 at each end of the engine and the lower crank shafts are common to the adjoining cylinders 2 and 4: at each end of the engine. The groups A and B are spaced from one another and the shafts 6 extend across the interspace between said groups.

The pistons which work in the several cyl inders are designated by the numeral 7 and are connected by pitmen 8 to the crank arms 9 of the shafts 6.

The interspace between the groups of cylinders is taken up by a casing 10 to which the cylinders are bolted and which comprises the parallel side plates 11 and 12 and the rim 13, the plates 11 and 12 and said rim being connected together by bolt or screw fastenings 14. The said casing also carries bearings for the shafts 6, and said shafts are provided within said casing with pinions 15. Power is transmitted from the shafts 6 to a main shaft 16, which latter, arranged centrally of the engine and at the same side thereof as the cylinder group B, projects through the side plate 12 and into the casing 10, being provided in said casing with a relatively large spur wheel 17 with which the pinions 15 are in mesh. The plate 12 carries a roller bearing 18 for the shaft 16,

and additional bearings of similar or other.

.Power is also taken from the shafts 6 for the operation of the inlet and exhaust valves.

In the construction disclosed, which is of thefour cycle type, an inlet valve 19 and an ex-J haustvalve 20 are common to both cylinders of each pair, 1, 2, 3, and 4, the valve 19 working with. relation to an inlet chest 21 and the valve 20 working, with relation to an exhaust chest 22. The valves 19 and 20 are arranged co-axially in opposed relation and control a passage 23 which communicates with the compression space 24L between each pair of opposed pistons. The valves 19 and 20 are held in closed relation by springs 25, said springs being disposed in external pockets formed in the outer ends of the chests 21 and 22 andbearing against heads 26 which are provided upon the projecting outer ends of the stems of said valves. The valve chests 21 and, 22 are suitably secured to the pair of cylinders with which they are associated and are disposed in the common plane of the group of which said cylinders form a part and at the outer sides of the cylinders, that is, at the sides of said cylinders which are the most distant from the shaft 16.

The casing 10 not only furnishes support or partial. support for the crank shafts 6, .but it alsov furnishes support for cam shafts a Y nections 27 which are arranged transversely parallel to the shafts 6. Each shaft 27 1s operated by a corresponding shaft 6, the confor this purpose comprising sprocket wheels 28 and 29 provided on the shafts 6 and 27 respectively, and a chain 30 connecting said sprocket wheels. The sprocket wheels 28 and 29 and the chain 30 are inclosed in the casing 10, the wheels 28 being located immediately adjacent the pinions 15. The shafts 27 are journaled in bearings 31, which are suitably secured to the side. plates of the casing 10 and project laterally from said casing. The bearings 31 carry at their outer ends small casings 32 which inclose the valve actuating cams 33. The heads 26 above,- referred to and which are provided on the outer projecting ends of the stems of the several valves, pro- 1 ject into the casings 32 and are held in contact with the cams 33 by the springs 25.

Just as the shafts 6 are related to adjoining cylinders at each endof the engine, so the shafts 27 are related to the adjacent valves of said adjoining cylinders, as will be readily .apparent, the cams 33 being provided at both ends of the shafts 27 and acting upon the respectively adjacent valves which are associated with said adjoining cylinders.

' The inlet chests 21 communicate with the inlet pipes 34: and the exhaust chests 22 communlcate with the exhaust pipes 35.

Spark plugs 36 arelocated in the passages 23 to fire the mixture which is compressed between each pair of opposed pistons.

The crank shafts 6, of course, rotate in.

are arranged in slightly offset relation to the axial centers of the cylinders. Thus, in

Fig. 1, the line 37 indicates the axial center of the cylinders 1 and the numerals 38 and 39 indicate lines which intersect the axes of the shafts 6 and are arallel to and spaced from the line 37. T e crank shaft 6 at one end of' the engine is offset below the line 37 and the crank shaft 6 at the other end of the engine is offset above the line 37. The same relation of the crank shafts 6 andv the cylinder axis 37 is shown in connection with the cylinders 2 and is carried out in the cylinders 3 and l of group B. The particular arrangement'shown is selected with regard to a rotation of the pinions 15 in the direction of the arrow 40.

Each pair of opposed pistons act simultaneously in any stroke of the cycle, that is to say, the respective power, exhaust, induction, and compression strokes are simultaneously eifected by each pair of opposing pistons, although the several strokes are taking place simultaneously and seriatim throughout all the pairs of companion cylinders.

The movable parts inclosed in the crank cases, in the casing 10 and the casings 32, run in oil and are efficiently supported and balanced. All the working parts are inclosed and consequently are well protected against dust, moisture, etc. The arrangement of the cylinders and their appurtenances is ver compact and the engine, as a whole, is re atively light in proportion to the power which it generates. 1Having fully described my invention, I 0 mm In an internal combustion engine, parallelgroups of opposed cylinders, pistons working therein, each group comprising upper and lower pairs of opposing cylinders, transverse crank shafts common to adjoining cylinders of the groups at the ends ?of the engine and operated-by the pistons of said cylinders, opposed inlet and exhaust valves for each pair of opposed cylinders, chests for said valves located in the plane of the group of which the cylinders which the valves control form a part, valve op erating shafts, the valve operating shafts being parallel to the crank shafts and corresponding in arrangement thereto, a centrally arranged main shaft common to all the cylinders of the groups and extending transversely of the engine, a casing taking up the space between the groups, the main shaft projecting into the casing and the crank shafts and valve operating shafts projecting transversely through the casing, gearing for driving't-he main shaft from the crank shaft, gearing for driving the valve operating shafts from the respective crank shafts, both gearings being Wholly inclosed in the casing, valve operating cams provided on the ends of the valve operating shafts and casings inclosing said cams and 1U secured to said first-named casing.

In testimony whereof I have hereunto set my hand in presence of two subscribing Witnesses.

CHARLES DE LUKAGSEVICS.

Witnesses:

A. L. HUNTLEY, LEOPOLD FRIEDMAN. 

